Vehicle lighting, timing, and warning system



Dec. 21, 1965 G. R. HERSHBERGER VEHICLE LIGHTING, TIMING, AND WARNINGSYSTEM 4 Sheets-Sheet 1 Original Filed Jan. 7, 1957 Mil EM me (name 1965e. R. HERSHBERGER 3,

VEHICLE LIGHTING, TIMING, AND WARNING SYSTEM Original Filed Jan. '7,1957 4 Sheets-Sheet 2 1965 e. R. HERSHBERGER 3,225,150

VEHICLE LIGHTING, TIMING, AND WARNING SYSTEM Original Filed Jan. 7, 195?4 Sheets-Sheet 3 INH R247 [2/ f Z29 6 ,759 Few/95M f 3:228 IN VEN TOR.

Dec. 21, 1965 VEHICLE LIGHTING,

Original Filed Jan. '7, 1957 G. R. HERSHBERGER TIMING, AND WARNINGSYSTEM 4 Sheets-Sheet 4 United States Patent VEHICLE LIGHTING, TIMING,AND

I WARNING SYSTEM Gerald R. Hershherger, Birmingham, Mich.

(285 E. Long Lake Road, Troy, Mich.) Original application Jan. 7, 1957,Ser. No. 634,094. Divided and this application Mar. 23, 1960, Ser. No.30,699

13 Claims. (Cl. 200-33) This invention relates to lighting systems, toswitches, with particular attention to time controlled delayed actionswitches, warning systems, .and more particularly to time switches, andlighting and warning systems for motor vehicles.

There are probably no frequent experiences in motor vehicle ownershipmore unpleasant than that of turning off the vehicle lights whenreturning home at night and then having to stumble up to the house inthe dark without the benefit of light, or that of having started outdriving with ones lights on in the morning when going to work, and thenforgetting to turn them off When one arrives at work because in themeantime it has become daylight outside and one fails to notice that onehas left his lights burning; and then after work, of hurrying to onesvehicle only to find that the battery is dead because the lights wereleft on. It is, therefore, an object of this invention to provide meansfor eliminating these factors.

This application is a division of my copending application Ser. No.634,094, filed January 7, 1957.

It is an object of this invention to provide for automaticde-energization of the lighting system, or elements thereof, of a motorvehicle.

An object of this invention is to provide a time control system for usewith a conventional vehicle lighting system that will automatically timethe operation of the lighting system, or parts thereof.

Another object of this invention is to provide a time control mechanismhaving multiple contacts operable to selectively control the individuallighting circuits of the vehicle lighting system.

Another object of this invention is to provide combination lighting andtime switches operable to control the vehicle lighting system.

Another object of this invention is to provide a light switch with atime clock mechanism combined therewith which is operable to delayde-energization of the vehicle lighting system.

Another object of the invention is to provide a light switch with a timedelay mechanism which when preset holds the switch in delay position,then after a lapse of time releases the light switch from delayposition, and then following a further lapse of time, de-energizes thevehicle lighting system.

Another object of this invention is to provide for increasing the normaltime delay period of a thermal relay.

Another object of this invention is to provide a light switch with atime delay mechanism which automatically leaves the vehicle lightsenergized when the light switch is placed in normal off position fromlights on position, and then following a lapse of time, automaticallyde- 'energizes the lights. Further in this connection, it is an objectof this invention to provide for immediate deenergization of said lightsif desired.

Another object of this invention is to provide a time switch with a timedelay mechanism which may be releasably engaged, and the time delayelement controlled by the the length of time that the time delaymechanism is engaged.

A further object of this invention is a provision in a switch for a timedelay position, and a circuit open position, and a time delay mechanismwhich is operable to automatically return the switch to circuit openposition when the switch is placed in the time delay position.

Another object of this invention is to provide a control system for avehicle light which will automatically deenergize said light at thetermination of a lapse of time following the de-energization of theignition system of the vehicle.

Another object of this invention is to provide a warning system forvehicles whereby the operator is warned if he has left his lightenergize-d, and a provision for deenergizing the warning systemfollowing the lapse of an interval of time.

A further object of this invention is to provide an ignition switch withcontacts in ignition off position for utilization in the control of theelectrical circuits of a vehicle.

A further object of this invention is to provide a time control systemfor vehicles which will permit use of the vehicle and its steeringcomponents as a lighting mechanism which may be used to illuminate thedarkness, or a path through the darkness, the time control systemautomatically de-energizing the lighting mechanism following the lapseof an interval of time so that it is not necessary for the operator toreturn to manually de-energize the lighting mechanism.

Other features and advantages of the invention will appear from thefollowing description taken in connection with the drawings wherein:

FIGURE 1 is a plan view of a motor vehicle showing the various lightingcircuits including the power controlling and driving light systems of amotor vehicle with my invention applied thereto.

FIGURE 2 is a cross section of a time switch mechanism taken along lines2-2 of FIG. 4.

FIGURE 3 is a view taken of the front of the time switch mechanismshowing the control knob and dial.

FIG. 4 is a sectional view taken along lines 4-4 of FIG. 2.

FIG. 5 is a sectional view of a combination light switch and timecontrol mechanism taken along lines 5-5 of FIG. 6.

FIG. 6 is a sectional view taken along line 6-6 of FIG. 5.

FIG. 7 is a schematic diagram of the time delay switch illustrating thecontactor arrangements and the thermal time delay means for introducingthe factor of time into the electrical circuit.

FIG. 8 is a .plan view of a functional time switch for use with a motorvehicle lighting system.

FIG. 9 is a rear view of the switch illustrated in FIG. 8.

FIG. 10 is an elevational section of the switch shown in FIG. 8 takenalong lines 10-10 of FIG. 8.

FIG. 11 is a view along lines 11-11 of FIG. 10.

FIG. 12 is a rear sectional view taken substantially along lines 12-12of FIG. 10.

FIG. 13 is an elevational section taken substantially along lines 10-10of FIG. 8 and illustrates a modification of the time control mechanism.

FIG. 14 is a rear sectional view of the time switch shown in FIG. 13taken substantially along lines 14-14 of FIG. 13.

FIG. 15 is a schematic diagram of a modification of a thermal delaymechanism applied to a time switch.

FIG. 16 is a schematic diagram of a further modification of the thermaldelay means applied to the time switch.

FIG. 17 is a schematic diagram of a conventional thermal relay used witha modified vehicle light switch.

FIG. 18 is an elevational sectional view taken along lines 18-18 of FIG.19 illustrating the structure of the time switch shown in FIG. 16.

FIG. 19 is a rear sectional view taken substantially along lines 1919 ofFIG. 18.

FIG. 20 is a sectional plan view taken substantially along lines 2tl20of FIG. 21 illustrating the structure of a modification of the air typetime control mechanism.

FIG. 21 is a sectional rear view taken substantially along lines 21-21of FIG. 20.

FIG. 22 is a composite view composed of a sectional plan view of theautomatically de-energized light switch taken along lines 2222 of FIG.23, and schematic view of the ignition switch contactor and terminalpost arrangement used with the light switch.

FIG. 23 is a vertical section taken substantially along lines 23-23 ofFIG. 22.

FIG. 24 is a vertical section taken substantially along lines 24-24 ofFIG. 22.

FIG. 25 is a composite view of the warning and time control systemshowing diagrammatically the contact elements of a conventional lightswitch and the structure of a modified ignition switch used with saidlight switch.

FIG. 26 is a vertical section taken along lines 2626 of FIG. 27illustrating an ignition switch.

FIG. 27 is a view of FIG. 26 taken along lines 27-27 of FIG. 26.

FIG. 28 is a horizontal section taken along lines 2828 of FIG. 26.

Referring now to the drawings in detail, and first to FIG. 1 thereof, itwill be seen that the invention as illustrated is applied to aconventional motor vehicle 30 having a steering mechanism 31, aconventional lighting systern denoted generally at 32, a spot light 33,and a backup light 34. The lighting system includes the batteryconnected by lead 36 to ground and by lead 37 and 38 to terminal 39 ofthe driving light switch 40. From the switch 40 lead 41 is to the dimmerswitch 42 and lead 43 is from the dimmer switch to the dim filament andlead 44 is to the bright filament of the headlights 45a. Lead 45 is tothe dash lights 46.

As hereinafter described in detail, the invention employs a time delayswitch 54 which has at least one set of normally open contacts. Theinvention as illustrated discloses three sets of normally open contacts.The contact set 47 is connected to the headlight terminal 48 of theswitch 40 by lead 49. The lead 53 connects the contact 47 to lead 37,and thence to battery 35. It will thus be seen that if the light switch40 is in off position 127 and the contacts 47 be closed by manualsetting of the time switch shown in FIG. 2 the headlights 45a, will beenergized for an interval of time determined by the setting to which thetime switch 54 is adjusted. It is therefore evident that the purposes ofthe invention can be accomplished by one set of contacts, however,should it be desirable to control other driving lights such as the spotlight 33 and the back-up light 34 more contacts must be provided as isfurther described in detail.

The lighting circuit of the spotlight 33 and back-up light 34 are asfollows: The spotlight filament 55 is connected by lead 56 to manualswitch 57 and thence by lead 58 to lead 37, and thence to battery 35.

An additional lead 59 is now connected from contact set 60 to switch 61,and a lead 62 from switch 61 to lead 59, and another lead 63 fromcontacts 60 to lead 37 and thence to battery 35. It will now be seenthat if contacts 60 are closed in the manner previously described as tocontacts 47, and the switch 61 closed, the spotlight filament 55 will beenergized for a predetermined period of time. The conventional back-uplight circuit is a lead 64 from battery 35 to back-up light switch 65,and a lead 66 from switch 65 to back-up light filament 67. A lead 68 isnow connected from contact set 69 to lead 66, another lead 70 connectscontact set 69 to battery 35. It will now be seen that closing of thecontacts 69 in a manner previously described will energize the back-uplight filament 67 in a manner described for the spotlight 33.

Referring now to FIGURES 2, 3, and 4 a time delay switch 54 isillustrated which is adapted for use in the circuits previouslydescribed. The elements of the time delay switch 54 are enclosed in acasing 71 comprising a cylindrical front portion 72 and an enlargedcylindrical rear portion 73. The forward end 74 of front portion 72protrudes through an opening 75 in the instrument panel 76 of thevehicle 30, and is secured in this position by a nut 76a which engagesthe threads 77 on the forward end of front portion 72,. The tighteningof the nut 76a holds the shoulder 78 of cylindrical front portion 72rigidly against the instrument 76. The front portion 72 has acylindrical opening 79 in which the shaft 80 is journaled. The front end81 of shaft 80 supports a control knob 82 which is provided with anindicator point 83. The enlarged rear portion 73 contains the holdingmeans, member, or cam 84 which is integrally mounted on the shaft 80.The clock mechanism 85 of which the casing 86 is shown is mounted byrivets 87 to the casing 71. The shaft 80 which protrudes from the casing86 is controlled by the clock mechanism 85. A follower 90, made fromsuitable insulating material engages the cam 84. The lower leafs 87, 88,and 89 of contact sets 47, 60, and 69 are molded securely to thefollower 90 so that the contacts will move integrally with the motion ofthe follower 90. Contact sets 47, 6t), and 69 are of the spring leaftype, and the cam 84 is so positioned as to allow said contact sets tobe normally open. Said contact sets are molded securely in a block 91 ofsuitable insulating material. The block 91 being secured in position byrivets 92 to the casing 54. The contact sets 47, 6t), and 69 are provided with screws 93 exterior of the casing 54 by which the electricalleads may be secured to said contact sets. The nut 76a is provided withcalibrations 94 indicating the minutes to which the time delay switch 54may be adjusted.

In operation, light switch 40 is opened and the knob 82 is turnedclockwise until the indicator point 83 is opposite the calibrationindicating the number of minutes of delayed energization of the lightsrequired. Rotation of the knob 82 rotates cam 84 and brings the raisedcam surface 95 of cam 84 in contact with cam follower 90 closing thecontact sets 47, 60, and 69 suspending temporarily said time delayswitch 54 in a po-.

tentially energized state and energizing the light circuits previouslydescribed. Subsequent action of the time clock mechanism 85 returns thecam 84 to its former position automatically following the lapse of aninterval of time, and said contact sets are automatically openedde-energizing the electrical circuits previously described.

Referring now to FIGURES 7, 8, 9, 10, 11, and 12 a time delay switch 96is illustrated which may be used with a vehicle lighting system. Thewiring diagram illustrated in FIG. 7 is similar to that shown forlighting switch 40, FIG. 1, having in common, a headlight terminal 48, atail light terminal 50, dash light terminal 51, a parking light terminal100, and a battery terminal 39 for the head light circuit, and a batteryterminal 1112 connected in series to terminal 39 for energizing theparking light circuit which is of conventional design and is notillustrated. A contactor 109 of conventional triangular shape isutilized. In addition, the switch 96 is provided with a time delayposition having elongated terminals of which terminal 103 is connectedto the headlight terminal 48 by lead or connector 104, and the terminal105 by lead 106 to the dash light terminal 51 and the tail lightterminal 50. The elongated battery post 107 is connected in series by alead or connector 108 to terminal post 102. It will thus be seen thatwhen the contactor 109 is moved into time delay position 97 contactingterminals 167 103, and 105 the headlights 45a, tail lights 48a, and dashlight 46 will be energized.

The structure of the time delay switch 96 is based on a conventionallighting switch used on motor vehicles, and the conventional elementsofthe switch will be described briefly to clarify the operation andconstruction of the new elements. The combination switch and timecontrol elements of the time delay switch 96 illustrated in FIGURES 8,9, 10, 11, and 12 are enclosed within a substantially rectangular shapedhousing or casing 110 which is preferably of metal and of which theupper side 111 is open. Within the casing 110 a slidable carriage 112 isfitted. The carriage 112 is in the shape of a channel. The open ends ofthe carriage 112 are fitted to the walls of the casing and permit thecarriage to be moved fore and aft in said casing. One end of a controlshaft 114 is riveted to the front face 113 of the carriage, the otherend of said shaft extends through a hole 98 in said casing and on saidother end is secured a control knob 115. Within the upper portion of thecarriage 112 is fitted an insulating plate 116 which in turn supportsthe contactor 109; the contactor 109 being held against the terminalpost insulating block 118 by compression spring 119, said springexerting pressure against the bottom of the channel portion of saidcarriage, and against the plate 116. The terminal insulating block 118forms the top of the casing 110 and is held in place by bent over tabs120. The bottom side 121 of casing 110 has indentations 122 and thelower face 123 of the carriage 112 has detents 124 which engage saidindentations and hold the carriage 112 releasably in driving lights onposition 125, park position 126, or lights off position 127 by virtue ofthe pressure exerted by spring 119 against carriage 112 and theinsulating plate 116. The terminal post insulating block 118 supportsthe terminal posts 39, 48, 50, and 100, which are of conventionaldesign, and the elongated terminal posts 103, 105, and 107. Saidelongated posts are mounted in time delay position 127 on the block 118adjacent lights off position 127. The elongated port-ion 128 of theterminal posts 103, 105, and 107 face the contactor 109, and when thecontactor 109 is in contact with said terminal posts, the circuitspreviously described in connection with switch 54 will be energized. Thebattery connector 129 is riveted to insulating block 118 by rivet 130,said rivet also securing one end 131 of a fuse holder 132 to block 118,the other end 134 of said fuse holder and one end of the connector 108are secured to the insulating block 118 by means of a rivet head 136formed from the upper portion of battery terminal post 39. A fuse 137placed in the fuse holder 132 completes the circuit. The reduced end ofelongated terminal post 107 is formed into a rivet head to secure theend of connector 108 opposite said battery terminal post 39 to theinsulating block 118. Post 103 is secured to connector 135 and saidinsulating block 118 in like manner as for post 107. The connector 104bridges the parking light terminal post 100 and is secured at one endthereof to the elongated terminal post 103, the plate 101, and to theblock 118 in like manner as for terminal post 107. The plate 101 isprovided with double ends to accommodate additional accessories ifdesired. Terminal plate 141 and one end thereof of connector 106 issecured to the insulating block 118 by a rivet head 138 formed from theexternal portion of the elongated terminal post 105. The rear portion143 of the casing 110 houses the time control mechanism 144. The timecontrol mechanism 144 consists of an air escapement means consisting ofa hollow cylinder 145 of resilient material such as rubber. The

rear end 146 of the cylinder 145 is provided with a hold- The forceexerted by said cylinder holds said plate in engagement with saidcarriage 112. The cylinder 145 is prevented from turning in the casingby a rectangular projection 157 molded from the material of the cylinder145. The projection 157 has a neck portion 158 and a head portion 159.The head portion 159 is pressed through a hole 160 in the casing 110which is smaller than the head 159, and the elasticity of the excessmaterial holds the cylinder 145 in place.

In operation, the control knob is pressed towards the rear of the casing110; the carriage 112 engages the plate 151, continued pressure forcesthe plate 151 and the cylinder rearward compressing said cylinder. Asthe cylinder 145 is compressed air is forced from said cylinder 145through valve 147, said valve permitting air to escape because airpressure will force the ball 148 upward into the larger orifice 161 ofthe valve seat 150. The carriage 112 is moved until the contactor 109 isin time delay position 127a engaging the terminal posts 107, 103, and105 energizing the headlights 45a, and to other lights as previouslyexplained. When the carriage 112 is pressed to the end of the slots 155and released, the ball 148 falls back into the smaller orifice 149 ofthe valve seat restricting the return of air to the cylinder 145 andsuspending said time control mechanism 144 in a potentially energizedstate. The resilient quality of the material of the cylinder tends toreturn the cylinder 145 to its original shape and is permitted to do soby the gradual leakage of air through the valve 147, said cylinderforcing the carriage 112 into normal off position 127 following thelapse of an interval of time. The elongation of terminal posts 103, 105,and 107 will therefore permit adjustment of the time interval byadjustment of the carriage rearward a lesser or greater amount. The timecontrol system will operate with fuse of the conventional terminal postsbut the degree of adjustment of the time interval would not be asflexible.

Reference to FIGURES 5 and 6 will disclose a modification of theinvention wherein a conventional light switch of the type described forswitch 96 is used in combination with a time delay mechanism similar totime delay switch 54. The aforesaid combination or time switch 52 iscomprised of the time delay switch 54 mounted on the rear wall of therear portion 143 of casing 110 in a manner described for mounting ofsaid switch on the instrument panel 76. The time switch is mounted withthe shaft 54a directed towards the carriage 112. The shaft 54a issimilar to shaft 80 except that the end of shaft 54a which extendsexterior of the casing 71 is provided with a tongue 55a which is ofsuitable proportions to engage a slot 56a in the end of control shaft57a. The control shaft 57a controls the movement of carriage 112 in amanner described for control shaft 80, however, the shaft 57a is securedrotatably to the rear wall 167 of carriage 112 by collars 58w spaced oneach side of wall 167 and held thereto by pins 65a. A compression spring60a is placed over shaft 54a and held in place by a washer 61a which isprovided with an extruded cylindrical portion 6211 which is journaled onshaft 54a. The said washer is held in restricted movement by flange 63awhich is upturned from the bottom wall 64a of casing 110.

In operation, the carriage 112 is moved manually towards the rear wall53a of casing 110 until the end of the shaft 57a engages the washer 61a,continued movement of the said shaft compresses the spring 6061 allowingthe said washer to slide on shaft 59a permitting the tongue 55a .toengage the slot 56a; rotation of the shaft in this position will operatethe time switch 54 in a manner previously described for said switch 54energizing previously described circuits. When the said shaft isreleased the said spring and washer will return the said carriage tonormal off position 127, disengaging said tongue and slot.

Referring now to the wiring diagram shown in FIG 7, and FIGURES 1 3 and14, a thermally controlled time switch 162 is illustrated. Thearrangement of the terminal posts 103, 105, and 107 is the same as thatfor time delay switch 96 except that said terminals are not required tobe elongated. One end of a connector 163 is connected to terminal post103, the other end to holding member or heating element 164 of switch96. During the period the contactor 109 remains engaged with saidterminal posts the heating element 164 will be heated; in the normal Offposition 127 of the contactor 109 the heating element 164 will remainunheated.

The construction of the thermally controlled time switch 162 is the sameas for the switch 96 except for the difierences which are hereinafterfurther described and illustrated. The rear portion 165 of the switch162 compares to the rear portion of switch 96 and contains the timedelay mechanism 166. The rear wall 167 of carriage 112 supports a catch168 constructed from a hard surfaced insulation material; said catch issecured to the carriage 112 by cementing or other suitable means. Thecatch 168 is provided with a rounded groove 169 which is of suitableproportion to releasably engage a projection 170 mounted on the free end172 of the time control member 171. The time control member '171 iscomposed of strips of bimetal supported as a cantilever beam frominsulation block 174, with said insulation block mounted on the rearwall 175 of casing 110. The connector 163 is riveted to insulation block118 by rivet 176. A lead 178 is connected to holding member or heatingelement 164 from connector 163, and a lead 179 grounds said heatingelement on casing. 110. A carriage return mechanism is contained in therear portion of the casing 112 and consists of a push rod 185, acompression return spring 181, and a retaining nut 182. The push rod 185consists of a cylindrical metal rod threaded at one end 183 to take thenut 182, and provided with a thin flat head 184 on the opposite end,said flat head being larger in diameter than the diameter of spring 181.The spring 181 is placed over said rod engaging said flat head, then thethreaded end of the rod 180 is inserted through a hole 186 in the rearwall 175 of the casing 112. The spring 181 is compressed in the processand the nut 182 is turned on the threaded end of the rod 180. The nut182 is larger than the hole 186 so that the push rod 180 is secured inplace by the pressure of the spring 181 exerted against the head 184 ofthe rod 180 and the rear wall 175 of the casing 110.

In operation, the carriage 112 is forced towards the rear wall 175manually against the pressure of the spring 181 until the catch 168engages the projection 170, and since the leaf spring pressure of thetime control member 17 1 is made greater than the pressure exerted bythe spring 181, the carriage 112 is releasably locked or suspended indelay position 127a. In said delay position the contaotor 109 contactsthe terminals 103, 105, and 107 as pre- 'viously described for switch96, and the lighting circuits previously mentioned are energized. Inaddition, the circuit to the heating element 164 is closed throughterminal 107, contactor 109, terminal 103, connector 163, lead 178,heating element 164 and lead 179 to ground. The heat radiated by theheating element 164 heats the time control member 17-1, 'said member, byvirtue of said heat, moves slowly away from catch 168 until theprojection 170 disengages the groove 169, following a lapse of time, andthe carriage return mechanism returns the carriage 112 to normal offposition 127 by the pressure of spring 181. The nut 182 acts as a stopto assure that said spring will return said carriage to said offposition 1 27.

A combination thermal delay relay and release system 187 is illustratedin FIGURE 15. System 187 is the same as the thermally cont-rolled timeswitch 162 except for the modifications shown in FIGURE 15. The thermalrelay 187a is secured to the carriage 112 in the same manner as for thetime control member 171. The upper contact carrying member 188 of thethermal relay 18711 is provided with a projection on 189 which engagesthe 8 catch 168 in a manner previously described for switch 162. Theadded terminal post 190 is secured to insulation block 118 in a mannerpreviously described for terminal post 107. The contactor 191 is thesame as contactor 109 except that an additional nib 192 is added whichwill contact terminal post 190 when said contactor is moved into delayposition 127a. Terminal posts 48, 100, 39, and 102 are flattened on oneside to clear contactor nib 192 as said contactoris moved through thevarious circuit controlling positions.

In operation, the carriage 112 is moved into suspended or delay position127a in a manner described for switch 162, and the vehicle lights areenergized as the contactor closes the before described circuits. Inaddition, the contactor 191 closes the circuit to holding member orheating element 193 through lead 193a thereby heating the upper contactcarrying member 188. Said upper contact carrying member is comprised ofbimetal strip material and will move, upon heating, slowly towards thelower contact carrying member 194. The spacing between the contacts 195and 196 of said contact carrying members is calculate-d so that thecontacts will close before the projection 189 is released from catch168. The contacts 195 and 196 will then remain closed for an interval oftime measured by the cooling time required to return said contactcarrying members to normal off position and thereby deenergizing thevehicle lights. It will thus be seen that system 187 provides double thedelay period provided by the conventional thermal relay, to wit: Thetime required to heat the contact carrying member plus the time requiredto cool said contact carrying member.

Referring now to FIGURE-S 16, 18 and 19, an automatic time delay switch197 is illustrated. The portions of switch 197 not illustrated are thesame as described for switch 162. In addition, a terminal post 198 isprovided in driving lights on position 125 which will contact the nib200 in contactor 201 when said contactor is in position 125. The rearwall 167 of carriage 112 supports a beveled block 202 which is securedto said carriage by rivets 203 or other suitable means. The uppercontact carrying member 204 of thermal relay 205 is provided with abeveled projection 206 which engages the beve ed edge 207 of block 202under circumstances to be de scribed. The thermal relay 205 is securedto insulating block 118 by rivets 208 or other suitable means. A detentarrangement previously described for switch 162 is provided in position209 to hold the carriage 112 in said position against the block 202.

In operating the switch 197, the carriage 112 is placed in position 125.In said position 125 the contactor 201 contacts terminal post 198 and acircuit is closed from battery terminal post 39 through contactor 201,through connector or lead 210 to heating element 211, said heatingelement being grounded to casing 110. The heating element 211 beingenergized by the electric current from said battery, will heat the uppercontact carrying member 204 and the contacts 212 and 213 will close. Theheating element remains energized during the period that the contactor201 is in position 125, but when the contactor 201 is moved to offposition 127, or position 126 by movement of carriage 112, the circuitto the heating element 211 is broken; however, the circuit from thebattery 35 through lead 214 to the contacts 212 and 213 and thencethrough lead 223 to the terminal 48 will remain automatically energizeduntil the heating element 211 and the upper contact carrying member coolpermitting the contacts 212 and 213 to open and de-energize the lightcircuits before mentioned. It will therefore be seen that the timing ofthe light-s is automatic with the movement of the carriage 112 into offposition 127. A further provision is made for immediate deenergizationof the lights if desired: The carriage 112 1s placed in secondary offposition 209; the beveled block 202 thereby engages the beveledprojection 206 on the thermal relay 205 and the contacts 212 and 213 areforced open -de-energizing the lights immediately.

Referring to FIGURE 17 a modification of the thermally controlled switch162 is illustrated. The thermal delay system 218 is utilized inconnection with the carriage return mechanism illustrated in FIGURES 13and 14. Battery terminal post 107 and terminal post 103 are provided indelay position 127a. When the carriage 112 is moved into said delayposition the contactor 109 engages said terminals. A lead or connector215 is connected to the terminal post 103 and to the heater element 216,and lead 217 connects the holding member or heater element 216 toground. The advantage of this modification is that the thermal relayelement 219 may be of conventional design and mounted in any convenientlocation on said vehicle.

In operation, the carriage 112 is moved into delay position 127a, thecontactor 109 contacts terminal posts 107 and 103 and the circuit isclosed from the battery to terminal post 107, through said contactor toterminal post 103, through lead 215 to heater element 216 and lead 217to ground. The contactor 109 is resiliently held manually in position127a. against the pressure of spring 181 until the heater element 216has suspended closed the contact carrying members 221 and 222 of theconventional thermal relay element 219 energizing the headlights 45a andtail lights 48a in a manner described for system 197. After energizationof the lights the carriage 112 is released and spring 181 returns saidcarriage to 011 position 127; however, said lights are not de-energizeduntil the heater element 216 cools permitting the said contact membersto open following the lapse of an interval of time. The lapse of timemay be regulated by holding said contactor engaged for a longer orshorter period of time.

Referring to FIGURES 20 and 21, a modified vehicle time delay switch isillustrated. The details of the time delay switch 226 not shown inFIGURES 20 and 21 are the same as for switch 96. A suport or bracket 230provided with flanges 247 is secured by said flanges within casing 110intermediate the carriage 112 and rear por tion of said casing. Thebottom 227 of tubular shaped casing 228 is provided with ears 229 bywhich said casing is fastened to the support 230 by rivets 230a or othersuitable fastening means. The inside of casing 228 is formed into acylinder 231 which accommodates a piston and rod assembly 232. Thepiston and. rod assembly 232 is comprised of a large washer 233 ofcorrect size to fit slidably into cylinder 231, a seal or leatherholding member 233a placed adjacent the washer 232, and another washer234 of smaller diameter placed adjacent the seal 233w. The said washer232, said seal 233a, and said washer 234 are riveted integrally to theend of piston rod 235 by means of rivet head 236 formed from the end .ofnecked down portion 237 of piston rod 235 in the order previouslymentioned. The piston assembly 232 is inserted into the cylinder 231,the spring 238 is placed over the piston rod 235,

and the cover 236a which is provided with a guide hole 237a is placedover the piston rod 235 and welded securely to the casing 228. The rearportion 238m of piston rod 235 now protrudes through the cover 236 ofcasing 228.

' An actuator or push rod assembly 239 consisting of a yoke 240 and twopins 241 is now prepared for assembly to the piston rod 235. The pins241 are provided with a large diameter cylindrical portion 242 and asmall diameter cylindrical portion 243. The large portion 242 of thepins 241 is secured to the opposite ends of yoke 240 by riveting orwelding or other suitable means, so that said pins are extended in thesame direction from said yoke. A hole in the center of yoke is drilledto fit a necked down portion 245 of the piston rod 235, the yoke restingon the shoulder 237 formed by the necked 'down portion 245, and heldsecurely thereto by a rivet head 246 formed from the exess metal ofnecked d-oWn portion 245. The push rod assembly 239 is attached to thepiston rod 235 so that the pins 241 extend towards the baseof the icasing 228. Two guide holes 248 are provided in the support 230, saidholes spaced to allow entry of the smaller diameter portion 243 of pins241. In inactive position the pins 241 extend through the support 230until the shoulders 249 formed by the smaller and larger diameter 243and 244 engages the support 230 and are held resiliently against saidsupport by the spring 238, said spring exerting force against the pistonassembly 232 and therefore against the push rod assembly 239.

To operate the time switch 226, the carriage 112 is placed in delayposition 127a; in doing so the carriage 112 forces the push rod assembly239 and piston assembly 232 rearward into suspended or time delayposition. The carriage 112 is then released and the spring tend toreturn the push rod assembly and piston assembly and the carriage 1 12to off position 127. As before described for switch 96, the contact-or109 remains on the elongated terminals 103, and 107 for a period oftime; in this instance the period of time is measured by the gradualescape of air from cylinder 231 past seal 233. 'As the air escapes thecylinder 231 the force of the spring 238 disengages the contactor 109from said terminals and the carriage 112 and 'contactor 109 are returnedto off position 127 thereby de-energizing the vehicle lights in themanner previously described for switch 96. It is evident from theforegoing description of this modification of the invention that thismechanism provides a simple, inexpensive, and positive method for timingthe type of light switch illustrated. Another advantage of thismodification is that by varying the amount of travel of the carriage 112and the contactor 109 on the elongated terminals 103, 105, and 107, theperiod of time delay may be varied.

Referring to FIGURES 22, 2'3, 24, 26, 27 and 28, a modification of theinvention, a vehicle light control system 250 is illustrated whichutilizes a specially constructed ignition switch 251, and a speciallyconstructed light switch 252. The elements of light switch 251 notillustrated are the same as the elements of switch 96 previouslydescribed. The casing 253 of said switch 252, however, has an extendedcompartment 254 which houses part of the light control system 250. Thecompartment 254 is formed by a partition 260 which has flanges 261 whichare formed to fit and are welded to the sides of casing 253. The rearWall 167 of carriage 11-2 is provided with an aperture 255 whichreceives the reduced portion 256 of rod 257, said reduced portion thenis peened over the wall 167 to form a rivet head 258 which secure therod to the carriage 112. The opposite end of the rod 257 extends intothe compartment 254 through aperture 259 located centrally in partition260. A compression spring 262 is placed over the end of rod 257 whichextends into the compartment 254, and over both the spring 262 and therod 257 is located the latch casing 263. The latch casing 263 is held inplace on said rod against the tension of said spring by means of awasher 264 located over the other necked down portion of said rod whichis peened over to form rivet head 265 which secures said washer to theother end of said rod. The latch casing 263 is a cylindrical metalcasing having an inner cylinder Wall 265a to accommodate the spring 262,and having a hole 267 at the closed end 268 of the casing 263 to journalthe rod 257. The open portion 269 of casing 263 is provided with abeveled edge 270, and the center portion of said casing is provided withtwo cylindrical tapered grooves; a forward groove 271 adjacent the openend of the casing 263, and a rear groove 272 adjacent the closed end 268of said casing. A thermally operated catch 273 is secured to thepartition 260 by means of insulating block 274. The bimetallic strips275 of said thermally operated catch are support-ed parallel to thelongitudinal axis of said casing as a cantilever beam. To the free end276 of strips 275 is secured a projection 277, said projection has a camface 278 which is operable to releasably engage the tapered grooves 272and 273 when casing 263 is moved into operative position. A heatingelement 279 is thermally coupled to the bimetal strip 275, and iselectrically connected to the short contact member 280 .of the thermalcontrol insulation strip 283 which is cemented to the inside face 284 ofsaid longer contact member. The insulation strip 283 is engaged by therivet head 265 on the rod 257 when the carriage 112 is moved to normaloff position 127 resulting in opening the switch 281. The contactmembers 280 and 282 are mounted in an insulating block 285, saidinsulating block being secured normal to the side 286 of compartment 254by means of rivets 287. A lead 288 is connected to the exposed end ofcontact member 282 by means of screw 289, the other end of said lead 288is connected to terminal post 317 of ignition witch 251.

Referring to FIGURES 26, 27, and 28, the ignition switch 251 illustratedcomprises part of the vehicle light control system 250 and is amodification of a conventional ignition switch disclosed in US. Patent#2,170,1S4. The combined lock and switch elements of the ignition switch251 are enclosed within a housing 291 comprising a cylindrical frontportion 292 and an enlarged cylindrical rear portion 293. The forwardend 294 of front portion 292 is threaded to receive nut 295. The nut 295is rotated on the end of front portion 292 until a number of threadsprotrude beyond said nut. The front portion 292 is then placed into anaperture 296 in the instrument panel 76a of the vehicle. A knurled nut297 is then tightened on the threaded end of front portion 292 securingthe housing 291 in place. A lock structure, preferably of the typeincluding a rotary cylinder 298, is encased within the front portion 292of the housing 291. The front end 299 of lock cylinder 298 is providedwith a suitable opening 300 for receiving a key 301 by means of whichthe lock structure is actuated, and the moving element of the switchstructure is moved into its various circuit controlling positions. Thelock cylinder may be of any well known construction and is preferably ofthe type disclosed in said US. Patent 2,170,154 in which a plurality ofspring pressed plungers extending transversely of the cylinder, engagewith a longitudinal groove in the housing 291 in order to retain thedevice in locked position, unlocking thereof being accomplished by theinsertion of the key 301. The cylinder 298 is retained within thehousing 291 by the engagement of an arcuate, spring pressed retainerplate with an annular shoulder on the housing 291. The free end of thelock cylinder 298 is provided with an irregular positioning lug 302which is rotatable with the key 301. The said lug 302 engages asimilarly shaped reces in the insulated retaining block 303. Mountedwithin an annular recess 311, between the block 303 and the contactor305 is a coiled compression spring 306 which is operable to hold thecontactor 305 resiliently against the terminal block 315 when the partsare assembled in the housing 291.

The contactor 305 is substantially triangular in shape and is providedwith four radially spaced contact elements 307, 308, 309 and 309a,pressed outwardly from one side thereof, and an outwardly pressedcentral boss 310 on the opposite side for engagement within one end ofthe coiled spring 306 on the opposite side for engagement within one endof the coiled spring 306, the opposite end of which is seated within therecess 311 in the adjacent face of the block 303. The contactor 305 isprovided with a pair of oppositely arranged arms 312 which extend intodiametrically arranged grooves 313 be varied as may be required by thecircuits to be controlled, the structure shown herein is adapted for usein controlling ignition, accessories, and vehicle light circuits.

The terminal block 315 is preferable molded from a phenol resincomposition. The block 315 is disk shaped with the edge of the diskbeveled. The terminal posts 316, 317, 318, 319, and 320 have reduceddiameters 321 which are pressed into corresponding holes in the face ofsaid disk. The reduced portion of said terminal are then peened overinto the recess 322 provided in the terminal block and thereby rigidlysecured. The said terminal posts are provided with internal threads 323to receive screws 324. The contactor 305, spring 306, and the retainingblock 303 are placed on the lock cylinder lug 302, the terminal blockwith said terminal posts attached is placed in the housing with thelarger diameter of the disk engaging the shoulder of the housing 291;the flange adjacent the shoulder is then staked over the disk securingsaid disk integrally to said housing. The peened over portion of saidterminal posts are provided with detents 325 which hold the contactor305 releasably in the several stations. The contact elements 307 and309a contact the terminals 316 and 319 respectively in conventionalmanner when the lock cylinder is rotated into ignition on position 326,and terminals 318 and 319 respectively when rotated into accessoryposition 327; however, in ignition off position 328 the time delayterminal 317 contacts the contact element 307, and the battery terminalpost 319 contacts contact element 309 closing the circuit to the heatingelement 279. The time delay terminal 317 is preferably located radiallybetween the accessory terminal 318 and the battery terminal 319. Thecontact element 309 is located radially between the contact element 309aand 308.

To operate the system 250, the ignition key is rotated to ignition onposition 326, and the motor is started. The light switch carriage 112 ismoved by means of knob 115 to either park position 126, or headlights onposition energizing the vehicle lights. The movement of the carriage 112actuates the rod and washer secured thereto causing the washer 264 toengage the latch cylinder 263 and move it with the said carriage untilthe forward groove 271 or the rear groove 272 which corresponds toheadlights cn position 125 engages the cam face 278 on projection 277 ofthe thermally operated catch 273 holding said latch cylinder casingreleasably in position against the pressure of compression spring 261.The lights may now be manually energized or de-energized withoutinterference from the latch cylinder. However, with the lights energizedand the ignition key turned to ignition off position the vehicle lightswill remain energized, and following the lapse of an interval of timethe lights will be automatically de-energized as follows: When theignition key is turned to ignition off position 328 a circuit is closedfrom the battery 35 to the terminal 319 through contactor 305 to theterminal 317, through lead 288 to the closed thermally operated catch273, and thence to the heating element 279. Following the lapse of aninterval of time the increase in temperature of said heating elementheats the bimetallic strip causing the projection to move downwardmoving the cam face 278 away from the latch casing 263 and out of thegroove 272 releasing said latch cylinder which, because of the pressureexerted by spring 261 against the partition 260 and latch cylindercasing 263, engages the waser 264 on the rod 257 and moves said rod andcarriage 112 to lights off position 127, and the rivet head 265 of therod 257 engages the insulated strip 283 on the switch 281 opening saidswitch and breaking the circuit to the heatingelement, and permittingsaid catch to return to normal position by cooling of the heatingelement. With the said latch cylinder in engagement with said catch andthe lights manually de-energized by moving the carriage 112 to offposition 127, the said rivet head 265 engages the said insulated stripopening said switch 281 and breaking the circuit to said heating elementwith said ignition switch in ofl position 328. The breaking of thecircuit to said heating element is desirable to de-energize the entiresystem and prevent unnecessary drain on the battery 35. Should the latchcasing 263 remain engaged with the catch 273 and the lights manuallyde-energized by moving the carriage 112 to off position 127, thecarriage 112 Will be held in position 127 by means of the detent andindent previously described and the thermal control switch 281 held inopen position by the pressure of the rivet head 265 against theinsulated strip 283 de-energizing the heating element 279.

Referring to FIGURES 25, 26, 27, and 28 amodification of the inventionis illustrated wherein a warning system is provided which will warn theoperator of the motor vehicle that the driving lights of the vehicle areenergized when the ignition system is de-energized A provision is alsomade for automatically de-energ izing the warning system following aperiod of operation of said system, provided that the lights are notmanually de-energized beforehand. The terminal block 329 is similar tothe terminal block 315 except that the terminal block 329 is providedwith an additional terminal post 320 which is located radially adjacentthe battery terminal post 319. The contactor 331 is essentiallytriangular in shape and is provided with three contact elements, 332,333, and 334. In ignition ofl position 328 of the contactor the contactelement 332 engages the terminal post 317, and the contact element 333engages the terminal post 320. In the event the key 301 is rotatedclockwise said contact elements disengage said terminals and engage thebattery post 319 and the ignition post 316 energizing the ignitioncircuit, and breaking the warning system circuit; counterclockwiserotation of the said key and said contactor engages contact elements 332with battery terminal post 319 and accessory terminal post 318 inconventional manner. The contactor 331 is held in the ignition switchhousing 291 in the same manner as for contactor 305. One end of a lead335 is connected to terminal post 320 and the other end to flasher unit336 which may be of conventional design and the same flasher that isused for controlling the directional signal lights of the vehicle.Another lead 337 is connected from the flasher unit 336 to a signal 338such as a lamp or light bulb, which may be the same light or lights thatare used in the aforesaid directional control system. Said lights areproperly grounded. A lead 339 is now connected from the terminal post317 to the lower contact carrying member 340 of a thermal relay switch341. Another lead 342, one end of which is connected to the uppercontact carrying member 343 of switch 341 and the other end of which isconnected to one of the driving light terminals 50 completes the circuitto the flasher unit 336 and the warning light 338. To complete thewarning system a lead 344 is connected on one end to the ignitionterminal 316 and the other end to the holding member or heating element345 which engages the lower contact carrying member 340 of the switch341. The switch 341 may be supported on any suitable part of the motorvehicle. The warning system will operate less the switch 341 however,without the said switch the warning system will operate indefinitely oruntil the lights are de-energized manually, or until the key 301 isrotated counterclockwise to accessory position 327 or clockwise toignition on position 328 breaking the circuit to the flasher unit 336and the lamp 338. In the event the switch 341 is not used a lead 346 isconnected directly from the terminal post 317 to terminal 50 on thelight switch 40.

In operation, the ignition key is rotated clockwise rotating thecontactor 331 into ignition on position 328 and the said contactelements engage the said battery terminal post and the said ignitionterminal post energizing the ignition circuit and the motor may bestarted. The light switch contactor 109 is moved manually to headlightson position 125, or park position 126 energizing the vehicle lights. Thecircuit from the battery terminal post 319 through the contactor 109 toterminal 316 through lead 344 to heating element 345 is now closedenergizing said heating element closing and temporarily suspending thenormally open contacts carried by the contact members of switch 341. Ata later time, when the ignition switch is rotated to said ignition oflposition opening the ignition circuit and de-energizing the motor, thecircuit from the light switch terminal 50 through lead 342, to switch341, to terminal 317 on the ignition switch, through the contactor 331,to terminal 319 on the ignition switch, to lead 335, to flasher unit 336to lead 337 to lamp 338 is closed energizing said flasher unit and thesignal lamp 338. The rotation of the contactor 331 to said ignition oflfposition breaks the circuit to the heating element 345, and said heatingelement cools. The closed contacts open at the termination of the lapseof an interval of time de-energizing the .cir cuit to the said flasherunit and the said lamp. The delay of time occasioned by the cooling ofthe said heating element gives the operator the opportunity to realizethat the vehicle lights are energized and to manually deenergize saidlights. In the event the warning is not heeded the automatic opening ofsaid contacts breaks the circuit to the said flasher unit and the lamp,deenergizing them and preventing unnecessary drain on the battery 35,and wear on the flasher unit. In a system not utilizing the delay switch341 the circuit is closed to the flasher unit and the lamp until the key301 is rotated to accessory position 327 or to ignition on position 328or until the light switch 40 is manually placed in lights off position127.

While certain forms and arrangements of the elements employed in theinvention are disclosed herein, it will be understood that these areillustrative and that various changes may be made therein withoutdeparting from the invention as defined by the appended claims.

I claim:

1. In a time switch, housing means, electrically conductive contactormeans for movement into circuit making position reciprocally carried bysaid housing means, electrically insulated contact carriage meansassembled withsaid contactor means for movement as a unit with saidcontactor means, force applying means interposed between said contactormeans and said carriage means for urging said contactor means and saidcarriage means in opposite direction against said housing means, timeswitch knob extending from said housing to actuate and in directconnection with said carriage means, a timing means initiated into apotentially energized state by the shifting of said carriage means bysaid knob in one direction, a holding member to suspend said timingmeans temporarily in said potentially energized state, and meansactuated by the shifting of said carriage means in the oppositedirection to release said holding member in predetermined timecontrolled relation to the movement of said carriage means.

2. The invention as set forth in claim 1 wherein said timing means isfurther defined as fluid activated.

3. The invention as set forth in claim 1 wherein said timing means isfurther defined as a time clock mechanism.

4. In a time switch, housing means provided with opposing sides,contactor member reciprocally supported on one of said sides, a terminalblock of di-electric material supported on the other of said sides andhaving a plurality of stationary contact elements mounted thereon incooperative relation to said contactor member, force applying meansurging said contactor member into engagment with said block, means insaid housing for retaining said terminal block and said contactor memberin assembled relationship, a time switch knob extending from saidhousing to reciprocally slide said contactor member along said block, acircuit controlling member actuated by the simultaneous shifting of saidcontactor and said switch knob in one direction, timing means initiatingsaid circuit controlling member into a potentially energized state bythe movement of said time switch knob in one direction, a holding memberto suspend said circuit controller member temporarily in saidpotentially energized state, and means actuated by the shifting of saidtime switch knob in the opposite direction to release said holdingmember in predetermined time controlled relation to .the movement ofsaid switch knob.

5. The invention as set forth in claim 4 wherein said force applyingmeans is further defined as resilient means.

6. In a time switch, circuit means provided with a first circuit closingmember, a second circuit closing member and a rest position,electrically conductive contactor member adapted for linear movementfrom said rest position into engagement with said first circuit closingmember and thence upon further pressure, from said first circuit closingmember into engagement with said second circuit closing member with thedirection of movement from said first circuit member to said secondcircuit member being along the same line and in the same direction asthe initial movement from said rest position into engagement with saidfirst circuit closing member, timing means initiated into a potentiallyenergized state by movement of said contactor member from said restposition, a holding member to suspend said timing means temporarily insaid potentially energized state, and means actuated by the shifting ofsaid contactor member in the opposite direction to release said holdingmember in predetermined time controlled relation to the movement of saidcontactor member into said rest position.

7. The invention as set forth in claim 6 wherein said timing means isfurther defined as thermal translating means.

8. The invention as set forth in claim .6 wherein said timing means isfurther defined as fluid escapment means.

9. The invention as set forth in claim 6 wherein said timing means isfurther defined as time clock means.

It The invention as set forth in claim 6 including force applying meansfor releasably holding said contactor means into alternative engagementwith said first circuit closing member and said second circuit closingmember.

11. In a time switch, a housing, a plurality of separate circuit makingand breaking means electrically insulated from each other supported onsaid housing, a dielectric carriage member for moving said circuitmaking and breaking means as a unit simultaneously into circuitcontrolling position, time switch knob extending from said housingshiftable to actuate said dielectric carriage member, timing meansinitiated into a potentially energized state by the movement of saidtime switch knob in one direction, a holding member to suspend saidtiming means temporarily in said potentially energized state, and meansactuated by the shifting of said switch knob in the opposite directionto release said holding member in predetermined time controlled mannerto open said circuit making and breaking means in response to themovement of said switch knob.

12. The invention as set forth in claim 11 including contactor meansassociated with said manually operated means.

13. In a time switch, in combination, a stationary dielectric terminalblock, a plurality of spaced terminal members supported in said terminalblock with adjacent ends thereof terminating in the same plane parallelto one face of said terminal block to provide stationary contactelements, a movable electrically conductive contactor member having oneface thereof positioned parallel to the plane of said contact elements,means urging the face of said contactor member into engagement with saidcontact elements, manually operated means to slidably reciprocate saidcontactor member in the plane of said contact elements to selectivelyengage respective contact elements, and time delay means initiated intoa potentially energized state by the movement of said manually operatedmeans in one direction, a holding member to suspend said time delaymeans temporarily in said potentially energized state, and meansactuated by the shifting of said manually operated means in the oppositedirection to release said holding member in predetermined timecontrolled relation to the movement of said manually operated means.

References Cited by the Examiner UNITED STATES PATENTS 2,185,524 1/1940Sachs 200 -116 2,309,039 1/1943 Bluemle et al 200 16 2,324,730 7/ 1943Sharpe 200-34 2,641,661 6/1953 Puerner et al. 20033 2,824,932 2/1958Ellenberger 200116 FOREIGN PATENTS 593,677 3/1934 Germany.

KATHLEEN H. CLAFFY, Primary Examiner.

MAX L. LEVY, WALTER STOLWEIN, BERNARD A. GILHEANY, ROBERT K. SCHAEFER,Examiners.

1. IN A TIME SWITCH, HOUSING MEANS, ELECTRICALLY CONDUCTIVE CONTACTORMEANS FOR MOVEMENT INTO CIRCUIT MAKING POSITION RECIPROCALLY CARRIED BYSAID HOUSING MEANS, ELECTRICALLY INSULATED CONTACT CARRIAGE MEANSASSEMBLED WITH SAID CONTACTOR MEANS FOR MOVEMENT AS A UNIT WITH SAIDCONTACTOR MEANS, FORCE APPLYING MEANS INTERPOSED BETWEEN SAID CONTACTORMEANS AND SAID CARRIAGE MEANS FOR URGING SAID CONTACTOR MEANS AND SAIDCARRIAGE MEANS IN OPPOSITE DIRECTION AGAINST SAID HOUSING MEANS, TIMESWITCH KNOB EXTENDING FROM SAID HOUSING TO ACTUATE AND IN DIRECTCONNECTION WITH SAID CARRIAGE MEANS, A TIMING MEANS INITIATED INTO APOTENTIALLY ENERGIZER STATE BY THE SHIFTING OF SAID CARRIAGE MEANS BYSAID KNOB IN ONE DIRECTION, A HOLDING MEMBER TO SUSPEND SAID TIMINGMEANS TEMPORARILY IN SAID POTENTIALLY ENERGIZED STATE, AND MEANSACTUATED BY THE SHIFTING OF SAID CARRIAGE MEANS IN THE OPPOSITEDIRECTION TO RELEASE SAID HOLDING MEMBER IN PREDETERMINED TIMECONTROLLED RELATION TO THE MOVEMENT OF SAID CARRIAGE MEANS.